A PROJECT REPORT ON

SELF-TORQUE ADJUSTING AUTOMOBILE

SUBMITTED BY MR. PATHAN I.A. MR. AMJAD MUJAWAR MR. VIKAS MALI MR. VIKAS KOMATI ROLL NO- 28 ROLL NO29 ROLL NO- 30 ROLL NO- 31

B.E. MECHANICAL ENGINEERING

GUIDED BY Mr.A.P.KADAM

B.V.Co.E. KOLHAPUR
(YEAR 2009-2010)

BHARTI VIYAPEETH KOLHAPUR

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
SHIVAJI UNIVERSITY

INDEX

Chapter No.
1) 2) 3) 4) 5) 6) 7) INTRODUCTION THEORY

Topic

Page Nos. 5-5 6-13 14-19 20-50 51-65 66-69 70-70

CONSTRUCTION & WORKING DESIGN PROCESS SHEET COST SHEETS REFERENCES

SELF TORQUE ADJUSTING AUTOMOBILE

INTRODUCTION Self Torque Adjusting Automobile is a conceptual innovation of the ratcheting type of continuously variable transmission. Here a variable speed electrical motor is used instead of engine. The motor drives the input crank shaft by means of an open belt drive comprising of the motor pulley, belt and reduction pulley mounted on the crank shaft. The crank shaft has two eccentrics in line at 1800 phase difference; each eccentric drives a connecting rod which is engaged with a connecting link at the other end. The connecting link is pivoted at the top end in the torque adjuster mechanism where as the other end is connected to the driven link. The driven link caries a driver spur gear which is constant mesh with another driven spur gear mounted on the unidirectional clutch housing. The unidirectional clutch is keyed to the driven shaft on which the rear wheels are mounted. Here the rotary motion of the crank shaft is converted into reciprocation of the connecting rod, which makes connecting link to oscillate about the pivot point. This oscillation of the connecting link is transmitted to the driven link, which also has oscillating motion. The clockwise rotation of the driver link is converted into counter clockwise rotation of the ud-clutch housing which in turn rotates the driven shaft or rear wheel shaft in clockwise rotation, this is productive stroke for the first crank mechanism (i.e.; when crank shaft rotates through 0 to 1800), during this phase the crank two is in un productive cycle. During the 1800 to 3600 of the crank shaft crank 1 makes the driven link to turn in counterclockwise direction , thereby rotating ud-clutch housing in clockwise direction, here only the clutch housing returns back to mean position without effecting any rotation of the driven shaft, during this phase the second crank mechanism is productive.

LEGO_RATCHETING_MECHANISAM

Lego ratcheting mechanism is a system that makes it possible to vary progressively the transmission ratio. So it allows selection of a infinite number of ratios, (between a minimum and a maximum value). The purpose of this mechanism is to vary transmission ratio continuously. Ratcheting transmissions vary the stroke of a reciprocating motion, which is connected to a free-wheel (Uni-directional clutch) resulting in uni-directional rotation. The Ratcheting transmission improves the efficiency as it allows the engine to operate always in its optimum RPM whatever the vehicle speed is. When engine runs at optimum speed the following benefits are offered; a. Lower consumption of fuel. b. Less greenhouse gas emissions c. Better performance.

THEORY A continuously variable transmission is a transmission which can change steplessly through an infinite number of effective gear ratios between maximum and minimum values. This contrasts with other mechanical transmissions that only allow a few different discrete gear ratios to be selected. The flexibility of these transmissions allows the driving shaft to maintain a constant angular velocity over a range of output velocities. This can provide better fuel economy than other transmissions by enabling the engine to run at its most efficient revolutions per minute (RPM) for a range of vehicle speeds. Uses Many small tractors for home and garden use have simple hydrostatic or rubber belt mechanisms. For example, the John Deere Gator line of small utility vehicles use a belt with a conical pulley system. They can deliver a lot of power and can reach speeds of 10-15 MPH, all without need for a clutch or shift gears. Many new snowmobiles and motor scooters use continuously variable transmissions. Virtually all snowmobile and motor scooter transmissions are rubber belt/variable pulley continuously variable transmissions. Some combine harvesters have continuously variable transmissions. It allows the forward speed of the combine to
4

be adjusted independently of the engine speed. This allows the operator to slow down and speed up as needed to accommodate variations in thickness of the crop. Continuously variable transmissions have been used in aircraft electrical power generating systems since the 1950s and in SCCA Formula 500 race cars since the early 1970s. More recently, these systems have been developed for gokarts and have proven to increase performance and engine life expectancy. The Tom car range of off-road vehicles also utilizes the continuously variable transmission system. Some older drill presses contain a pulley-based continuously variable transmission where the output shaft has a pair of manually-adjustable conical pulley halves which a wide drive belt from the motor loops through. The pulley on the motor, however, is usually fixed in diameter, or may have a series of given-diameter steps to allow a selection of speed ranges. A hand wheel on the drill press, marked with a scale corresponding to the desired machine speed, is mounted to a reduction gearing system for the operator to precisely control the width of the gap between the pulley halves. This gap width thus adjusts the gearing ratio between the motor's fixed pulley and the output shaft's variable pulley, changing speed of the chuck; a tensioner pulley is implemented in the belt transmission to take up or release the slack in the belt as the speed is altered. In most cases, however, the drill press' speed cannot be changed without the motor running. Advantages and Disadvantages Advantages

Continuously variable transmissions can compensate for changing vehicle speeds, allowing the engine speed to remain at its level of peak efficiency. This improves fuel economy and by effect, exhaust emissions. Continuously variable transmissions operate smoothly since there are no gear changes which cause sudden jerks.
5

Disadvantages

Many early continuously variable transmission driven cars had disappointing performance. The original Ford Fiesta 1.1 CTX, for example, used 8.2 percent more gasoline than the manual transmission version in city driving. Continuously variable transmissions operate smoothly. This can give a perception of low power, because many drivers expect a jerk when they begin to move the vehicle. The expected jerk of a regular transmission can be emulated by continuously variable transmission control software though, eliminating this marketing problem. Since the continuously variable transmission keeps the engine turning at constant RPM over a wide range of vehicle speeds, pressing on the accelerator pedal will make the car move faster but doesn't change the sound coming from the engine as much as a conventional automatic transmission gear-shift. This confuses some drivers and, again, leads to an impression of a lack of power. Continuously variable transmissions torque handling capability is limited by the strength of their transmission medium (usually a belt or chain), and by their ability to withstand friction wear between torque source and transmission medium for friction-driven continuously variable transmissions. Continuously variable transmissions in production prior to 2005 are predominantly belt or chain driven and therefore typically limited to low powered cars and other light duty applications. Units using advanced lubricants, however, have been proven to support any amount of torque in production vehicles, including that used for buses, heavy trucks, and earth moving equipment. Because automotive continuously variable transmissions are automatic, they are stigmatized in regions such as southern Europe which do not generally

accept automatic transmissions of any kind. Japan with its generally smaller cars and stop-and-go traffic, has proven a much better market for continuously variable transmission driven cars.

Types Variable-diameter pulley (VDP) or Reeves drive In this most common continuously variable transmission system, there are two V-belt pulleys that are split perpendicular to their axes of rotation, with a V-belt running between them. The gear ratio is changed by moving the two sections of one pulley closer together and the two sections of the other pulley farther apart. Due to the V-shaped cross section of the belt, this causes the belt to ride higher on one pulley and lower on the other. Doing these changes the effective diameters of the pulleys, this changes the overall gear ratio. The distance between the pulleys does not change, and neither does the length of the belt, so changing the gear ratio means both pulleys must be adjusted (one bigger, the other smaller) simultaneously to maintain the proper amount of tension on the belt. Toroidal or roller-based continuously variable transmission Toroidal continuously variable transmissions are made up of discs and rollers that transmit power between the discs. The discs can be pictured as two almost conical parts, point to point, with the sides dished such that the two parts could fill the central hole of a torus. One disc is the input, and the other is the output (they do not quite touch). Power is transferred from one side to the other by rollers. When the roller's axis is perpendicular to the axis of the near-conical parts, it contacts the near-conical parts at same-diameter locations and thus gives a 1:1 gear ratio. The roller can be moved along the axis of the near-conical parts, changing

angle as needed to maintain contact. This will cause the roller to contact the near-conical parts at varying and distinct diameters, giving a gear ratio of something other than 1:1. Systems may be partial or full toroidal. Full toroidal systems are the most efficient design while partial toroidal may still require a torque converter, and hence lose efficiency. Infinitely Variable Transmission (IVT) A specific type of continuously variable transmission is the infinitely variable transmission (IVT), in which the range of ratios of output shaft speed to input shaft speed includes a zero ratio that can be continuously approached from a defined "higher" ratio. A zero output speed with a finite input speed implies an infinite input-to-output speed ratio, which can be continuously approached from a given finite input value with an IVT. Low gears are a reference to low ratios of output speed to input speed. This ratio is taken to the extreme with IVTs, resulting in a "neutral", or non-driving "low" gear limit, in which the output speed is zero, although, unlike neutral in a normal automotive transmission, the output torque may be non-zero: the output shaft is rigidly fixed at zero speed rather than being freely rotating. Most IVTs result from the combination of a continuously variable transmission with an epicyclic gear system (which is also known as a planetary gear system) which enforces an output shaft rotation speed which is equal to the difference between two other speeds. If these two other speeds are the input and output of a continuously variable transmission, there can be a setting of the continuously variable transmission that results in an output speed of zero. The maximum output/input ratio can be chosen from infinite practical possibilities through selection of additional input or output gear, pulley or sprocket sizes without affecting the zero output or the continuity of the whole system. The IVT is always engaged, even during its zero output adjustment. IVTs can in some implementations offer better efficiency when compared to other continuously variable transmissions
8

as in the preferred range of operation because most of the power flows through the planetary gear system and not the controlling continuously variable transmission. Torque transmission capability can also be increased. There's also possibility to stage power splits for further increase in efficiency, torque transmission capability and better maintenance of efficiency of a wide gear ratio range. An example of a true IVT is the Hydristor because the front unit connected to the engine can displace from zero to 27 cubic inches per revolution forward and zero to -10 cubic inches per revolution reverse. The rear unit is capable of zero to 75 cubic inches per revolution. Ratcheting continuously variable transmission The ratcheting continuously variable transmission is a Transmission that relies on static friction and is based on a set of elements that successively become engaged and then disengaged between the driving system and the driven system, often using oscillating or indexing motion in conjunction with one-way clutches or ratchets that rectify and sum only "forward" motion. The transmission ratio is adjusted by changing linkage geometry within the oscillating elements, so that the summed maximum linkage speed is adjusted, even when the average linkage speed remains constant. Power is transferred from input to output only when the clutch or ratchet is engaged, and therefore when it is locked into a static friction mode where the driving & driven rotating surfaces momentarily rotate together without slippage. This transmission can transfer substantial torque because their static friction actually increases relative to torque throughput, so slippage is impossible in properly designed systems. Efficiency is generally high because most of the dynamic friction is caused by very slight transitional clutch speed changes. The drawback to ratcheting continuously variable transmissions is vibration caused by the successive transition in speed required to accelerate the element which

must supplant the previously operating & decelerating, power transmitting element. Ratcheting continuously variable transmissions are distinguished from VDP and roller-based continuously variable transmissions by being static friction-based devices, as opposed to being dynamic friction-based devices that waste significant energy through slippage of twisting surfaces. An example of a ratcheting continuously variable transmission one prototyped as a bicycle transmission protected under U.S. Patent #5516132 in which strong pedaling torque causes this mechanism to react against the spring, moving the ring gear/chain wheel assembly toward a concentric, lower gear position. When the pedaling torque relaxes to lower levels, the transmission self-adjusts toward higher gears, accompanied by an increase in transmission vibration. Hydrostatic continuously variable transmissions Hydrostatic transmissions use a variable displacement pump and a hydraulic motor. All power is transmitted by hydraulic fluid. These types can generally transmit more torque, but can be sensitive to contamination. Some designs are also very expensive. However, they have the advantage that the hydraulic motor can be mounted directly to the wheel hub, allowing a more flexible suspension system and eliminating efficiency losses from friction in the drive shaft and differential components. This type of transmission is relatively easy to use because all forward and reverse speeds can be accessed using a single lever. This type of transmission has been effectively applied to a variety of inexpensive and expensive versions of ridden lawn mowers and garden tractors. Many versions of riding lawn mowers and garden tractors propelled by a hydrostatic transmission are capable of pulling a reverse tine tiller and even a single bladed plow. The largest producers of such transmission are Hydro-Gear, located in Sullivan, Illinois, and Tuff Torque, a wholly-owned subsidiary of Kanzaki (aka Kanzaki Kokyukoki), which is a subsidiary of Yanmar.
10

One class of riding lawn mower that has recently gained in popularity with consumers is zero turning radius mowers. These mowers have traditionally been powered with wheel hub mounted hydraulic motors driven by continuously variable pumps, but this design is relatively expensive. Hydro-Gear, a joint venture between Sauer-Dan Foss and Agri-Fab, Inc., of Sullivan, Illinois, created the first costeffective integrated hydrostatic transaxle suitable for propelling consumer zero turning radius mowers. An integrated hydrostatic transaxle (IHT) uses a single housing for both hydraulic elements and gear-reducing elements. Some heavy equipment may also be propelled by a hydrostatic transmission; e.g. agricultural machinery including foragers combines and some tractors. A variety of heavy earth-moving equipment manufactured by Caterpillar Inc., e.g. compact and small wheel loaders, track type loaders and tractors, skid-steered loaders and asphalt compactors use hydrostatic transmission. Hydrostatic continuously variable transmissions are usually not used for extended duration high torque applications due to the heat that is generated by the flowing oil. Variable toothed wheel transmission A variable toothed wheel transmission is not a true continuously variable transmission that can alter its ratio in infinite increments but rather approaches continuously variable transmission capability by having a large number of ratios, typically 49. This transmission relies on a toothed wheel positively engaged with a chain where the toothed wheel has the ability to add or subtract a tooth at a time in order to alter its ratio with relation to the chain it is driving. The "toothed wheel" can take on many configurations including ladder chains, drive bars and sprocket teeth. The huge advantage of this type of continuously variable transmission is that it is a positive mechanical drive and thus does not have the frictional losses and limitations of the Roller based or VDP continuously variable transmissions. The challenge in this type of continuously variable transmission
11

is to add or subtract a tooth from the toothed wheel in a very precise and controlled way in order to maintain synchronized engagement with the chain. This type of transmission has the potential to change ratios under load because of the large number of ratios resulting in the order of 3% ratio change differences between ratios, thus a clutch or torque converter is only necessary for pull away. No continuously variable transmissions of this type are in commercial use probably because of above mentioned development challenge. Cone continuously variable transmissions Belong to this category all the continuously variable transmissions that are constituted by one or more conical bodies that cooperate along their respective generatrices, thus realizing the variation. In the one cone type there is a revolving body (a wheel) that, moving on the generatrix of the cone, creates the variation between the inferior and the superior diameter of the cone. In the continuously variable transmissions constituted by two or more cones (see GIF website), these are placed in opposition (with the inferior diameter of one cone facing the superior diameter of the other cone) and the contact between all the possible diameters of the two cones is realized by a ring interposed between the cones. The variation is realized by moving the ring along the generatrix of the two cones. In a continuously variable transmission with oscillating cones, the torque is transmitted via friction from a variable number of cones (according to the torque to be transmitted) to a central barrel-shaped hub. The side surface of the hub is convex according to a determinate radius of curvature, which is smaller than the concavity radius of the cones. In this way, there will be only one (theoretical) contact point between the cone and the hub.

12

A new revolutionary continuously variable transmission using this technology was presented in Berlin during the 6th International CTI Symposium of Innovative Automotive Transmission, on 3-7 December 2007. Its name is Warko. A particular characteristic of Warko is the absence of clutch: the engine is always connected to the wheels and the rear drive is realized by means of an epicyclic system in output. This system, named power split, allows the condition of geared neutral or "zero Dynamic": when the engine turns(connected to the sun gear of the epicyclic system), the variator (which rotates the ring of the epicyclic system in the opposite sense to the sun gear), in a particular position of its range, will compensate for the engine rotation, having zero turns in output (planetary = the output of the system ). As a consequence, the satellite gears roll within an internal ring gear. Modularity, wide ratio range (= 9), high efficiency (95%), high torque capability (up to 500 Nm) and compactness (less than 36 cm length for 31 cm diameter and 60 kg) are the most important characteristics of Warko. The same device, with the same identical cone, in different assembly levels, covers the 90% of the engines produced all over the world, with a power range that goes from 60 to 200 Hp gasoline and diesel. As a consequence, being manufactured in millions of pieces, its production costs will be comparable to mechanical transmission costs.

"Ratcheting" CVTs or "Crank-CVT", "Variable-Stroke CVT", Principle: These transmissions convert uniform motion to reciprocating motion, and then rectify it back to an "almost" uniform motion. Firstly, there is a mechanism that produces reciprocating motion from rotational input. This mechanism allows
13

adjustable reciprocating stroke. Secondly, the reciprocating motion is rectified by a mechanism such as a one-way-clutch (or free-wheel). Thus, the reciprocating motion is rectified to a unidirectional rotational output. It is possible to adjust the speed of this rotational output simply by adjusting the reciprocating stroke. To obtain a smoother output motion, several out-of-phase cranks are used:

14

Lego_Ratcheting_Mechanism
(Refer fig. Lego_R_mechanism)

15

16

Lego_Ratcheting_Continuously Variable Transmission is a conceptual innovation of the ratcheting type of continuously variable transmission. Here a variable speed electrical motor is used instead of engine. The motor drives the input crank shaft by means of an open belt drive comprising of the motor pulley, belt and reduction pulley mounted on the crank shaft. The crank shaft has two eccentrics in line at 1800 phase difference, each eccentric drives an connecting rod which is engaged wit an connecting link at the other end. The connecting link is pivoted at the top end in the torque adjuster mechanism where as the other end is connected to the driven link. The driven link caries a driver spur gear which is constant mesh with another driven spur gear mounted on the unidirectional clutch housing. The unidirectional clutch is keyed to the driven shaft on which the rear wheels are mounted. As indicated in the figure, the rotary motion of the crank shaft is converted into reciprocation of the connecting rod, which makes connecting link to oscillate about the pivot point. This oscillation of the connecting link is transmitted to the driven link, which also has oscillating motion. The clockwise rotation of the driver link is converted into counter clockwise rotation of the ud-clutch housing which in turn rotates the driven shaft or rear wheel shaft in clockwise rotation, this is productive stroke for the first crank mechanism (i.e.; when crank shaft rotates through 0 to 1800), during this phase the crank

17

two is in un productive cycle. During the 1800 to 3600 of the crank shaft crank 1 makes the driven link to turn in counterclockwise direction , thereby rotating ud-clutch housing in clockwise direction, here only the clutch housing returns back to mean position without effecting any rotation of the driven shaft, during this phase the second crank mechanism is productive. TORQ-ADJUSTER MECHANISM Torque adjuster mechanism comes into picture when vehicle is offered resistance to motion for example vehicle is climbing an ascent, during this period the resistance offered to the wheels is transferred to the connecting links , which makes the pivot point to shift towards left, this results in reduction of the speed where as amplifies the torque. The torque adjuster springs automatically compensate the deficit force.

18

1. Motor (1 phase Ac motor, 120 watt, 230 Volt, 0-6000

rpm (variable).
Motor is a Single phase AC motor, Power 120 watt; Speed is continuously variable from 0 to 6000 rpm. The speed of motor is varied by means of an electronic speed variator. Motor is a commutator motor i.e., the current to motor is supplied to motor by means of carbon brushes. The power input to motor is varied by changing the current supply to these brushes by the electronic speed variator; thereby the speed is also is changes. Motor is foot mounted and is bolted to the motor base plate welded to the base frame of drive.

2. Belt Drive The power from the motor is supplied to the input shaft of the mechanism by means of an open belt drive. The drive comprises of the motor pulley mounted on the motor shaft, the belt FZ 6x 400, and reduction pulley mounted on the input shaft. 3. L H Bearing Housing
The L H Bearing housing is a structural steel member (EN9) that supports bearings 6002 zz. The upper end of the baign housing receives the torque adjuster slide arrangement, where as the bottom end is received on the frame or chassis plates.

4. R H Bearing Housing
The L H Bearing housing is a structural steel member (EN9), that supports bearings 6003 zz. The upper end of the baign housing receives the torque adjuster slide arrangement, where as the bottom end is received on the frame or chassis plates.

5. Connecting Rod
Standard part made of forged steel connects the crank shaft to the connecting link by connecting pins, connecting rods are held in place by external circlips on the crank shaft

6. Crank shaft
Crank shaft is high grade steel part held in ball bearings 6003 and 6002 in LH & RH bearing housings, and carries the connecting rods.

19

7. Connecting Links
Connecting links are structural grade steel elements that are connected to the torque adjuster at their top end , connecting rod at the center and driver links at the lower end.

8. Driven links
Driven links are structural grade steel elements that are connected to connecting links at one end where as they carry driver gears, and are held on the intermediate shaft.

9. Driver & Driven Gears

Driver and Driven gears are high grade steel members with following specifications. GEAR DATA Addendum Diameter = 39 Pitch circle diameter = 36 Module = 1.5 No. of teeth = 24

10. Torque adjuster mechanism

This is in the form of torque adjuster pins; helical compression springs which hold the central pins connected to the connecting links at their top ends, which slide in the torque adjuster slide.

11. Front and Rear Wheels

These are standard part made from PVC, held on the front and rear wheel shafts respectively.

12. Steering Mechanism

Steering mechanism is a simple four bar linkage driven by the central crank held on the steering wheel shaft which is held on the frame. Turning the steering wheel turns the crank and there by the steering mechanism works.

20

21

DESIGN METHODOLOGY DESIGN OF LEGO RATCHETING MECHANISM In our attempt to design a special purpose machine we have adopted a very a very careful approach, the total design work has been divided into two parts mainly; System design Mechanical design System design mainly concerns with the various physical constraints and ergonomics, space requirements, arrangement of various components on the main frame of machine no of controls position of these controls ease of maintenance scope of further improvement; height of m/c from ground etc. In Mechanical design the components are categorized in two parts. Design parts Parts to be purchased. For design parts detail design is done and dimensions thus obtained are compared to next highest dimension which are readily available in market this simplifies the assembly as well as post production servicing work. The various tolerances on work pieces are specified in the manufacturing drawings. The process charts are prepared & passed on to the manufacturing stage .The parts are to be purchased directly are specified &selected from standard catalogues.

22

SYSTEM DESIGN The system design comprises of development of the mechanism so that the given concept can perform the desired operation. The mechanism is basically an inversion of four bar kinematics linkage , hence the mechanism is suitably designed using Grashoffs law and the final outcome is shown in the figure below.

23

MOTOR SELECTION Thus selecting a motor of the following specifications Single phase AC motor Commutator motor TEFC construction Power = 120 watt Speed= 0-6000 rpm (variable) Motor is a Single phase AC motor, Power 120 watt; Speed is continuously variable from 0 to 6000 rpm. The speed of motor is variated by means of an electronic speed variator. Motor is a commutator motor i.e., the current to motor is supplied to motor by means of carbon brushes. The power input to motor is varied by changing the current supply to these brushes by the electronic speed variator; thereby the speed is also is changes. Motor is foot mounted and is bolted to the motor base plate welded to the base frame of the indexer table. NOTE : The above motor is selected with the view that the input power of the motor when varied will vary the motor speed and torque, just as in case of engine where in torque and speed can be varied by pressing the accelerator pedal, in our case the electronic speed variator resembles the accelerator.

24

DESIGN INPUT DATA ELECTRIC MOTOR DETAILS POWER= 120 WATT SPEED = 0-6000 rpm OPERATING SPEED = 1000 rpm. NOW; Power (P) = 2 NT 60 120 = 2 x x 1000 x T 60 T = 60 x 120 2 x x 1000 T = 1.15 N-m Considering 100% overload T design =2 T = 2.3N-m

25

DESIGN OF INPUT SHAFT

TDesign = 2.3 Nm. = 2.3 x 103 N.mm Selection of input shaft material Ref: - PSG Design Data. Pg No: - 1.10 & 1.12. 1.17 Designation Ultimate Tensile Yield N/mm2 600 strength

Strength N/mm2 EN 24 (40 N; 2 Cr 1 720 Mo 28) Using ASME code of design ; Allowable shear stress; Fsall is given stress; =180 N/mm2 Fsall = 0.30 syt = 0.30 x 600

26

Fsall = 0.18 x Sult = 0.18 x 720 = 130 N/mm2 Considering minimum of the above values; Fsall = 130 N/mm2

As we are providing dimples for locking on shaft ; Reducing above value by 25%. Fsall = 0.75 x 130 = 97.5 N/mm2 a) Considering pure torsional load; Tdesign = 16 d3 = 16 x 2.3 X 103 x 97.5 d = 4.7 mm selecting minimum diameter of spindle = 16 mm from ease of construction because the standard pulley has a pilot bore of 12.5 mm in as cast condition, and a bore of minimum 16 mm for keyway slotting operation. fsall d3

27

DESIGN OF INPUT CRANK:MATERIAL SELECTION:REF:-PSG DESIGN DATA (1.10&12 1.17) MATERIAL DESIGNATION C45
38

TENSILE STRENGTH N/mm2 600

YEILD STRENGTH N/mm2 380

12

28

According to the maximum shear stress theory Fsy =0.5 fyt =300N/mm2 The permissible shear stress is given by Fs all = fyt/fos =300/2 =150 N/mm2 Section of the crank pin at xx is subjected to combined bending and torsional
Force = torque/radius = 2.3 x 103 /12 = 192 N

Moments Mt = = 2.3 x 103N-mm Mb = 192 x 38 =7296 N-mm Fb = Mb y/I =7296 x 32 / d3 Fs =Mt r/J Fmax = fb/2
2

+ fs2

d = 7.91 mm But as per manufacturing considerations we have to consider the minimum section on the shaft to be 16mm

29

DESIGN OF DRIVEN LINK:MATERIAL SELECTION:REF:-PSG DESIGN DATA (1.10&12 1.17) MATERIAL DESIGNATION C40
38

TENSILE STRENGTH N/mm2 600

YEILD STRENGTH N/mm2 380

32

30

According to the maximum shear stress theory Fsy =0.5 fyt =300N/mm2

The permissible shear stress is given by Fs all = fyt/fos =300/2 =150 N/mm2 Section of the crank pin at xx is subjected to combined bending and torsional
Force = torque/radius = 2.3 x 103 /32 = 72 N

Moments Mt = 2.3 X 103 N-mm Mb = 72 x 38 =2736N-mm fb = Mb y/I =2736 x 32 / d3 fs =Mt r/J Fmax = fb/2
2

+ fs2

d = 5.76 mm

31

But as per manufacturing considerations we have to consider the minimum section on the shaft to be 16mm

DESIGN OF OUTPUT SHAFT

TDesign = 2.3 Nm. = 2.3 x 103 N.mm Selection of output shaft material Ref :- PSG Design Data. Pg No :- 1.10 & 1.12. 1.17 Designation Ultimate Tensile Yield N/mm2 600 strength

Strength N/mm2 EN 24 (40 N; 2 Cr 1 720 Mo 28) Using ASME code of design; Allowable shear stress; Fsall is given stress; Fsall = 0.30 syt = 0.30 x 600

32

=180 N/mm2 Fsall = 0.18 x Sult = 0.18 x 720 = 130 N/mm2 Considering minimum of the above values; Fsall = 130 N/mm2

As we are providing dimples for locking on shaft; Reducing above value by 25%. Fsall = 0.75 x 130 = 97.5 N/mm2 b) Considering pure torsional load; Tdesign = 16 d3 = 16 x 2.3 X 103 x 97.5 d = 4.93 mm Selecting minimum diameter of output shaft =9 mm. fsall d3

33

DESIGN OF CONNECTING PIN We know that T= force x radius The eccentricity of the crank or eccentric =25mm as per the mechanism design. 2.3 X 103 = force x 12 Force = 2.3 X 103 12 Force =192 N This force is transmitted by the connecting rod to the pendulum arm is same as they both are rigid links 1. Check for direct shear of connecting pin Shear stress = shear force Shear area

34

The lever pin-1 supports the connecting rod small end and is supported in the lever at other end hence will be subjected to a single shear failure = 192 /4 x (d2) The connecting rod is an standard part with the small end pin of diameter 8 mm = 192 x 4 x (8)
2

Shear stress = 3.8 N/mm Pin is safe in shear DESIGN OF CONNECTING ROD

The connecting rod is a link that is subjected to direct tensile load in the form of pull = 192 N The connecting rod being a standard part the weakest section of the connecting rod can be considered to be near the small end of the connecting rod. The cross-sectional area of the link at this point is 146 2 mm MATERIAL SELECTION:REF:-PSG DESIGN DATA (1.10&12 1.17) MATERIAL DESIGNATION TENSILE STRENGTH YEILD STRENGTH N/mm2

35

En9

N/mm2 600

380

Check for failure of connecting rod under direct tensile load Now, Ft = Load /Area Ft act =192/146 =1.315 N/mm2 As Ft act< Ft all The link is safe under tensile load

DESIGN OF CONNECTING LINK The connecting link is a link that is subjected to direct tensile load in the form of pull = 192N MATERIAL SELECTION:REF:-PSG DESIGN DATA (1.10&12 1.17) MATERIAL DESIGNATION EN9 TENSILE STRENGTH N/mm2 600 YEILD STRENGTH N/mm2 380

36

Check for failure of cross link-1 under direct tensile load at the eye end This is the portion where the lever pin fits, the cross sectional area at this point is 288 mm2 Now, Ft = Load /Area Ft act = 192/288 =0.666/mm2 As Ft act< Ft all The link is safe under tensile load

SELECTION OF BEARING 6003 ZZ Shaft bearing will be subjected to purely medium radial loads; hence we shall use ball bearings for our application. Selecting; Single Row deep groove ball bearing as follows. Series 62

37

IsI No

17AC 03

Bearing d of basic design No (SKF) 6003 1 7

D 1

D2

Basic capacity 285 0 465 0

19 3 5

33

1 0

P = X Fr + Y F a For our application F a =0 P = X Fr As; Fr < e X =1 P = Fr Max radial load = Fr =192 N. P= 192N

Calculation dynamic load capacity of brg L= ( C )

p

, where p= 3 for ball bearings

P When P for ball brg Assuming; LH = 4000- 8000hr But; L= 60 n LH

38

10 6 L=48mrev Now; 48 = (C) 3 192 C= 698 N. As the required dynamic capacity of brg is less than the rated dynamic capacity of brg;

SELECTION OF BEARING 6002 ZZ Shaft bearing will be subjected to purely medium radial loads; hence we shall use ball bearings for our application. Selecting; Single Row deep groove ball bearing as follows. Series 62
39

IsI No

15AC 02

Bearing d of basic design No (SKF) 6002 1 5

D 1

D2

Basic capacity 240 0 485 0

17 3 2

28

P = X Fr + Y F a For our application F a =0 P = X Fr As; Fr < e X =1 P = Fr Max radial load = Fr =192 N. P= 192N

Calculation dynamic load capacity of brg L= ( C ) p, where p= 3 for ball bearings P When P for ball brg Assuming: LH = 4000- 8000hr But; L= 60 n LH
40

10 6 L=48mrev Now; 48 = (C) 3 192 C= 698 N. As the required dynamic capacity of brg is less than the rated dynamic capacity of brg;

SELECTION OF ONE WAY CLUTCH CSK_15 One way clutch is of the same dimensions of ball bearing 6202, it will be subjected to purely medium radial loads; Selecting;

41

IsI No

CSK15

Bearing d D1 D D2 of basic design No (SKF) 6202 15 19 35 31

Basic capacity

11 3550 465 0

P = X Fr + Y F a For our application F a =0 P = X Fr As; Fr < e X =1 P = Fr Max radial load = Fr =192N. P= 192N Calculation dynamic load capacity of brg L= ( C )
p

, where p= 3 for ball bearings

P When P for ball brg LH = 4000- 8000hr But; L= 60 n LH 10 6 L=48mrev Now; 48 = (C) 3 192 C= 698 N. As the required dynamic capacity of clutch is less than the rated dynamic capacity of brg; DESIGN OF CLUTCH HOUSING: Clutch housing can be considered to be a hollow shaft subjected to torsional load.

42

Material selection. Designation EN 24 As Per ASME Code; Fs

max

Ultimate Tensile strength N/mm2 800

Yield strength N/mm2 680

= 108 N/mm2

Check for torsional shear failure:T= x fs 16

act

Do Do

Di

1.19 x 103 = x fs 16 fs
act

act

x 15

154 11

= 2.53 N/mm2 < fs

all

As; fs

act

Hub is safe under torsional load.

TORQ-ADJUSTER MECHANISM Torque adjuster mechanism comes into picture when vehicle is offered resistance to motion for example vehicle is climbing an ascent, during this period the resistance offered to the wheels is transferred to the connecting links , which makes the pivot point

43

to shift towards left, this results in reduction of the speed where as amplifies the torque. The torque adjuster springs automatically compensate the deficit force. CONSTRUCTION OF TORQ-ADJUSTER The Torque- Adjuster mechanism comprises of the following parts A) Torque Adjuster pins : The torque- adjuster pins are made of high grade steel EN 24, these pins are held at their either ends in the slide arrangement, and they carry two helical compression springs and the central slider pin. The springs as well as the slider pin slide on these adjuster pins. B) Torque Adjuster Bracket or slide The torque- adjuster slide or bracket is an arrangement to hold and slide the slider pin that it connected to connecting link at the top end . Slider pin slides on the adjuster pins and thereby operates the springs mounted. C) Slider pins : The slider pins slide on the adjuster pins and operate the helical compression springs on both sides of the pin, one end of the slider pin engages in the connecting link top end where as the other end slides in the slider bracket. D) Helical compression springs : Thee helical compression springs are with both ends ground and have a flat seat, they are mounted on either sides of slider pin .

WORKING OF TORQ ADJUSTER MECHANISM When the motor is started the crank shat rotates thereby imparting the oscillatory motion to connecting link, the top end of this connecting link is pivoted in the slider

44

pin which slides on the adjuster pins. The lower end of the connecting link drives the driven links which drive the wheels via gears and clutch arrangement. Initially when the motor speed is low the connecting link moves to and fro and the motion in form of small oscillation is imparted to the driven link and there by the wheels rotate and vehicle moves forward as either of the connecting rods operate alternatively. When the speed of motor increases there by the frequency of oscillation of the connecting link and thereby number of impulses provide to the output clutches increases hence the speed of the wheels increases. Note: In the above case the pivot point of the linkage remains at the slider pin center. When the load on the vehicle increases or vehicle ascends an inclination, the wheels offer resistance to motion i.e., the driven links will offer resistance to oscillation, at this time the pivot point of the linkage which was earlier at the center of the slider pin shifts to the connecting pin-1 center i.e., the connecting for an instance will now pivot about the connecting pin-1 and transmit this resistance force to the slider pin which will change its position towards the right hand side thereby compressing the spring , the spring stores this resilient energy during its compression force, this happens during the idle stroke of mechanism (i.e., when ud-clutch goes free) i.e. 0 to 180 degree rotation of crank, for the next 180 to 360 degree rotation i.e.; the productive stroke (i.e., when ud-clutch drives the wheel shaft) the connecting rod force (192N) is added with the spring force which was stored in the earlier part of motion is delivered to the lower end of connecting link (i.e., force is amplifies thereby product of force and leverage i.e., torque is amplified ) and thereby delivered to the wheels. More the load on the vehicle more will be the deflection of the springs and thereby more will be torque applied by the adjuster mechanism. Note : If observed keenly when vehicle in running condition is stopped against the wall or some very heavy object the front wheels i.e., driver wheels are momentarily lifted in air to deliver the torque . As already mentioned the cranks on the crank shaft are phased at 180 degrees, hence they operate alternately in above mentioned fashion.

DESIGN OF SPRINGS

45

Spring Nomenclature
D Ft Fs F Ks Lf Mt n p K1 2 1 Pitch circle diameter of springs, mm Total tangential force on disk, N Total spring force, N spring force by each spring, N Spring stiffness, N/mm Free length of spring, mm Torque transmitted, N mm Number of turns in the spring Pitch of spring coil , mm Stiffness per turn N /mm Idle Movement of spring, mm Compression of spring to Exert force F, mm

A) CALCULATION OF SPRING OPERATING FORCE (Ft)

We know that

46

T= force x radius The eccentricity of the crank or eccentric =25mm as per the mechanism design. 2.3 X 103 = force x 12 Force = 2.3 X 103 12 Force =192 N This force is transmitted by the connecting rod to the connecting link, and thereby the springs B) STIFFNESS OF SPRING (Ks) Ks = K1 n Where K1 = Stiffness of spring per turn K1 (N/mm) n = Number of turns of spring = 6 Ref. PSG DESIGN DATA HANDBOOK Stiffness and permissible static and dynamic loads for helical compression springs

Wire

Outer

Stiffness

Permissible load

47

Diameter Diameter mm 1.0 mm 12.0

Of spring Per turn K1 N/mm 7.98

Static Load N 32.4

Dynamic Load N 14.5

Ks Ks Ks

= = =

K1 n 7.98 6 1.33 N/mm

C) COMPRESSION OF SPRING TO EXERT A FORCE

F ( 1) 1 = = 1 = F Ks 5.483 1.33 4.12 mm

D)MOVEMENT OF SPRING WHILE IN IDLE CONDITION 2 = 1 * 0.6 2 = 2.472

E) MAXIMUM DEFLECTION OF SPRING ( max) 48

 max = 1 + 2 = 4.12 + 2.472 max = 6.592 mm F) FREE LENGTH OF SPRING ( Lf ) Lf = Solid length + Maximum deflection + Clearance between adjacent coils = nd + max + (n 1) Where, n = n + 2 =6+2 n = 8 Lf = 8 x 1 + 6.592 + (8 1) Lf = 21.592mm

G)PITCH OF SPRING COIL ( p ) p = p Lf (n 1) = 4.3184 = 21.592 (6 1)

DESIGN OF SPUR GEAR PAIR

CALCULATIN OF TANGENTIAL TOOTH LOAD ON GEAR TEETH 49

We know that T= force x radius The eccentricity of the crank or eccentric =25mm as per the mechanism design. 2.3 X 103 = force x 12 Force = 2.3 X 103 12 Force =192 N This force is transmitted by the connecting rod to the connecting link , and thereby the driven link and there to the gears hence the tangential tooth load is given by; Pt = 192 N. Pt x Cs Peff = Cv = 192 x 1.5 Cv 1.5

Now;Cv =

3 3+v

As the gears primarily oscillate hence the peripheral velocity is negligible hence, Cv =1

Peff =

192 x 1.5 1.5

50

Peff = 432

--------(A)

Lewis Strength equation WT = Sbym Where; Y= 0.484 2.86 Z yp = 0.484 - 2..86 20 yg = 0.484 2.86 = 0.484 80 Syp = 68.2 Syg = 89.6 As Syp < Sys pinion is weaker = 0.341

WT = (Syp) x b x m =68.2 x 10m x m WT= 682 m2----------(B) Equation (A) & (B) 682 m2 = 432 m=0.79 Selecting standard module =1.5 mm
51

Hence the following gears are selected; Spur gear Details Module = 1.5 mm No. of teeth = 24 OD of gear = 39

52

53

54

PART NO : LCVT-04 PART NAME : CRANK SHAFT

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 30X 30 X 170 QUANTITY: - 01 NOS.

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe

Tools Cuttin g Tools Measuri ng Instrum ent -

Time in minutes Setti ng Time 25 25 M/c Time Total Time

1 Clamp stock . 2 Facing Both . side to total

length 163 mm

Three jaw chuck Three jaw chuck

Lathe

Facing Vernier tool

3 Center drilling . 4 Turning OD to . 26mm

through length Centers supports & carrier Centers supports & carrier Lathe

Centra l drill Turnin g tool Vernier

20

20

5 Step Turning . OD to
18mm through length 79

Lathe

Turnin g tool

Vernier

20

20

6 Step Turning . OD to
17mm through length 40

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

7 Step Turning . OD to
16mm through length 30

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

8 Step Turning . OD to
18mm through length 49

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

55 Centers supports Lathe Turnin g tool Vernier 20 20

9 Step Turning . OD to

PART NO : LCVT-06 PART NAME : CONNECTING LINK-1

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 40X16X130 QUANTITY: - 01 NOS.

Tools Time in minutes Measurin g Instrume Settin g Time M/c Tim e Total Time

Sr. No

Descriptio n of Operation Jigs & Fixture M/c Tools

Cutting Tools

56

nt 1. 2. Clamp stock Facing All Sides Sq. to total length 30x12x120 mm Clamp stock on lathe Drilling 18.5 through thickness Counter Boring 22 through 7thickness Drilling 18.5 through thickness Counter Boring 22 through 7thickness Drilling 18.5 through thickness Counter Boring 22 through 7thickness M/C Vice ---Milling ---Facing cutter Vernier 15 5 14 15 19

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5.

----

----

Boring tool Twist drill

Vernier

15

10

25

6.

----

----

Vernier

15

10

25

7.

----

----

Boring tool Twist drill

Vernier

15

10

25

8.

----

----

Vernier

15

10

25

9.

----

----

Boring tool

Vernier

15

10

25

10.

Radius milling

m/c vice with indexer

millin g

End mill

Vernier

20

25

45

57

PART NO : LCVT-07 PART NAME : CONNECTING LINK-2

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 40X16X130 QUANTITY: - 01 NOS.

Tools Time in minutes Measurin g Instrume nt Vernier Settin g Time 15 5 M/c Tim e 14 Total Time 15 19

Sr. No

Descriptio n of Operation Jigs & Fixture M/c Tools Milling ----

Cutting Tools Facing cutter

1. 2.

Clamp stock Facing All Sides Sq. to total length 30x12x120 mm Clamp stock on lathe Drilling 18.5 through thickness Counter Boring 22 through 7thickness Drilling 18.5 through thickness Counter Boring 22 through 7thickness Drilling 18.5 through thickness Counter Boring 22 through 7thickness

M/C Vice ----

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5.

----

----

Boring tool Twist drill

Vernier

15

10

25

6.

----

----

Vernier

15

10

25

7.

----

----

Boring tool Twist drill

Vernier

15

10

25

8.

----

----

Vernier

15

10

25

9.

----

----

Boring tool

Vernier

15

10

25

10.

Radius milling

m/c vice with

millin g

End mill

Vernier

20

25

45

58

indexer

PART NO : LCVT-08 PART NAME : CONNECTING PIN

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 30X 30 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Vernier Setti ng Time 20 M/c Tim e 5 Tot al Tim e 20 5

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe Lathe

Cuttin g Tools Facing tool Turnin g tool

1 2

Clamp stock Facing Both side to total length 25mm Turning OD 21 mm through length Step Turning OD to 15mm through length 12 Step Turning OD to 12mm through length9

Three jaw chuck Three jaw chuck

10

15

4.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

5.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

59

6.

Step Turning OD to 8mm through length7

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

PART NO : LCVT-09 PART NAME : DRIVER GEAR

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 50 X 10 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Setti ng Time 20 5 M/c Tim e 10 Tot al Tim e 20 15

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe

Cuttin g Tools Turnin g tool

1. 2.

Clamp stock Turning OD 39mm through length Drilling 25mm through out length Boring 76 through out length

Three jaw chuck

3.

Three jaw chuck

Lathe

Twist drill Boring tool

Vernier

12

17

4.

10

15

25

60

5.

Facing Both side to total length 4 mm Gear Cutting

Three jaw chuck Three jaw chuck

Lathe

Facing tool

Vernier

6.

Hobbin Hob g m/c

Vernier

20

45

65

PART NO : LCVT-10 PART NAME : DRIVEN GEAR

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 50 X 10 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Setti ng Time 20 5 M/c Tim e 10 Tot al Tim e 20 15

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe

Cuttin g Tools Turnin g tool

1. 2.

Clamp stock Turning OD 39mm through

Three jaw chuck

61

length 3. Drilling 25mm through out length Boring 76 through out length Facing Both side to total length 4 mm Gear Cutting Three jaw chuck Lathe Twist drill Boring tool Three jaw chuck Three jaw chuck Lathe Facing tool Vernier Vernier 5 12 17

4. 5.

10 -

15 5

25 5

6.

Hobbin Hob g m/c

Vernier

20

45

65

PART NO : LCVT-11 PART NAME : LH_BRG_HSG

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 50X20X150 QUANTITY: - 01 NOS.

Tools Time in minutes

Sr. No

Descriptio n of Operation

62

Jigs & Fixture 1. 2. Clamp stock Facing All Sides Sq. to total length 40x12x140 mm Clamp stock on lathe Drilling 18.5 through thickness Boring 28through thickness Counter Boring 32 through 9 thickness M/C Vice ----

M/c Tools Milling ----

Cutting Tools Facing cutter

Measurin g Instrumen t Vernier

Settin g Time 15 5

M/c Tim e 14

Total Time 15 19

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5. 6.

-------

-------

Boring tool Boring tool

Vernier Vernier

15 15

10 10

25 25

63

PART NO : LCVT-12 PART NAME : LH_BRG_HSG

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 50X20X150 QUANTITY: - 01 NOS.

Tools Time in minutes Measurin g Instrume nt Vernier Settin g Time 15 5 M/c Tim e 14 Total Time 15 19

Sr. No

Descriptio n of Operation Jigs & Fixture M/c Tools Milling ----

Cutting Tools Facing cutter

1. 2.

Clamp stock Facing All Sides Sq. to total length 40x12x140 mm Clamp stock on lathe Drilling 18.5 through thickness Boring 30through thickness Counter Boring 35 through 10 thickness

M/C Vice ----

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5. 6.

-------

-------

Boring tool Boring tool

Vernier Vernier

15 15

10 10

25 25

64

PART NO : LCVT-16 PART NAME : TORQ. ADJ .PIN

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 20X 110 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Vernier Setti ng Time 20 M/c Tim e 5 Tot al Tim e 20 5

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe Lathe

Cuttin g Tools Facing tool Turnin g tool

1 2

Clamp stock

Three jaw chuck Facing Both Three side to total jaw length 103mm chuck Turning OD 16 mm through length Step Turning OD to 11mm through length 88 Step Turning OD to 11mm through length7

10

15

4.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

5.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

65

PART NO : LCVT-19 PART NAME : INT SHAFT

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 30X 150 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Vernier Setti ng Time 20 M/c Tim e 5 Tot al Tim e 20 5

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe Lathe

Cuttin g Tools Facing tool Turnin g tool

1 2

Clamp stock

Three jaw chuck Facing Both Three side to total jaw length 140mm chuck Turning OD 21 mm through length Step Turning OD to 17mm through length 134 Step Turning OD to 14mm

10

15

4.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

5.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

66

through length124 6. Step Turning OD to 12mm through length10 Centers supports & carrier Lathe Turnin g tool Vernier 20 20

PART NO : LCVT-20 PART NAME : FRONT WHEEL SHAFT

MATERIAL SPECIFICATION: EN24 RAW MATERIAL SIZE: 30X 190 QUANTITY: - 02 NOS. Tools Time in minutes Measuri ng Instrum ent Vernier Setti ng Time 20 M/c Tim e 5 Tot al Tim e 20 5

Sr. No

Description of Operation Jigs & Fixture M/c Tools Lathe Lathe

Cuttin g Tools Facing tool Turnin g tool

1 2

Clamp stock

Three jaw chuck Facing Both Three side to total jaw length 184mm chuck Turning OD 21 mm

10

15

67

through length 4. Step Turning OD to 13mm through length 18 Step Turning OD to 15mm through length158 Step Turning OD to 11mm through length149 Step Turning OD to 10mm through length35 Step Turning OD to 9mm through length26 Centers supports & carrier Lathe Turnin g tool Vernier 20 20

5.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

6.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

7.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

8.

Centers supports & carrier

Lathe

Turnin g tool

Vernier

20

20

PART NO : LCVT-22 PART NAME : BRG_HSG_01

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 50X20X90 QUANTITY: - 01 NOS.

Tools Time in minutes

Sr. No

Descriptio n of

68

Operation Jigs & Fixture 1. 2. Clamp stock Facing All Sides Sq. to total length 40x12x80m m Clamp stock on lathe Drilling 18.5 through thickness Boring 28through thickness Counter Boring 35 through 10 thickness Drilling 18.5 through thickness Boring 28hrough thickness Counter Boring 30 through 9thickness M/C Vice ---M/c Tools Milling ---Cutting Tools Facing cutter Measurin g Instrumen t Vernier Settin g Time 15 5 M/c Tim e 14 Total Time 15 19

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5. 6.

-------

-------

Boring tool Boring tool Twist drill

Vernier Vernier

15 15

10 10

25 25

7.

----

----

Vernier

15

10

25

8. 9.

-------

-------

Boring tool Boring tool

Vernier Vernier

15 15

10 10

25 25

69

PART NO : LCVT-23 PART NAME : BRG_HSG_02

MATERIAL SPECIFICATION: EN 9 RAWMATERIAL SIZE: 50X20X90 QUANTITY: - 01 NOS.

Tools Time in minutes Measurin g Instrumen t Vernier Settin g Time 15 5 M/c Tim e 14 Total Time 15 19

Sr. No

Descriptio n of Operation Jigs & Fixture M/c Tools Milling ----

Cutting Tools Facing cutter

1. 2.

Clamp stock Facing All Sides Sq. to total length 40x12x80m m Clamp stock on lathe Drilling 18.5 through thickness Boring 28through thickness Counter Boring 32through 10 thickness Drilling 18.5 through thickness Boring 28hrough thickness Counter Boring 32 through 9thickness

M/C Vice ----

3. 4.

4 jaw chuck ----

Lathe ----

Twist drill

Vernier

25 15 10

25 25

5. 6.

-------

-------

Boring tool Boring tool Twist drill

Vernier Vernier

15 15

10 10

25 25

7.

----

----

Vernier

15

10

25

8. 9.

-------

-------

Boring tool Boring tool

Vernier Vernier

15 15

10 10

25 25

70

 BILL OF MATERIALS:SR NO. 1. 2. 3. 4. 5. 6. 7. 8. 9. 1 0. 1 1. 1 2. 1 3. 1 4. LCVT 14 CLUTCH HOUSING 02 MS LCVT 13 RH_BRG_HSG 01 EN9 LCVT 12 LH_BRG_HSG 01 EN9 LCVT 11 DRIVEN GEAR 02 EN24 PART CODE LCVT -1 LCVT -2 LCVT -3 LCVT -4 LCVT -5 LCVT -6 LCVT -7 LCVT 8 LCVT 9 LCVT 10 DESCRIPTION MOTOR BELT REDUCTION PULLEY CRANK SHAFT CONNECTING ROD CONNECTING LINK-1 CONNECTING LINK-2 CONNECTING PIN DRIVEN LINK DRIVER GEAR QTY 01 01 01 01 02 01 01 02 02 02 MATERIAL STD STD MS EN24 FORGED STEEL EN9 EN9 EN24 MS EN24

71

1 5. 1 6. 1 7. 1 8. 1 9. 2 0. 2 1. 2 2. 2 3. 2 4. 2 5. 2 6. 2 7. 2

LCVT 15

UD_CLUTCH

02

STD

LCVT 16

SPRINGS

02

SPRING STEEL

LCVT 17

TORQ ADJUSTER PINS

02

EN9

LCVT 18

TORQ ADJUSTER SLIDE

01

MS

LCVT 19

INTERMEDIATE SHAFT

01

EN24

LCVT -20

FRONT WHEEL SHAFT

01

EN24

LCVT -21

FRAME/CHASIS

01

MS

LCVT -22

BREARING HOUSING---1

01

EN9

LCVT -23

BREARING HOUSING---2

01

EN9

LCVT -24

MOTOR BRACKET

01

MS

LCVT -25

REAR WHEELS

02

STD

LCVT -26

FRONT WHEELS

02

STD

LCVT-27

BEARING 6003ZZ

02

STD

LCVT-28

BEARING 6201ZZ

01

STD

72

2 9. 3 0. 3 1.

LCVT-29

REAR WHEEL SHAFT

02

EN9

LCVT-30

STEERING WHEEL

01

STD

LCVT-31

STEERING MECHANISM

01

MS

MATERIAL PROCUREMENT Material is procured as per raw material specification and part quantity. Part process planning is done to decide the process of manufacture and appropriate machine for the same.
GENERAL MATERIAL USED EN24- ALLOY STEEL EN9- PLAIN CARBON STEEL MS-MILD STEEL STD- STANDARD PARTS SELECTED FROM PSG DESIGN DATA/MANUFACTURER CATALOGUE

RAW MATERIAL COST

The total raw material cost as per the individual materials and their corresponding rates per kg is as follows, Total raw material cost = Rs 3700/ MACHINING COST
OPERATION LATHE MILLING DRILLING RATE Rs /HR 90 110 80 TOTAL TIME HRS 36 16 3 TOTAL COST Rs/3240 1760 180

73

HOBBING TOTAL

540

1.5

810 5990

MISCELLANEOUS COSTS
OPERATION LINING GAS CUTTER SAWING TOTAL COST(Rs) 160 200 200 560

COST OF PURCHASED PARTS :SR NO. 1. 2. 3. 4. 5. 6. DESCRIPTION MOTOR BELT GRUB SCREW BEARINGS CONNECTING ROD UD CLUTCH CSK-15 QTY 01 01 05 12 02 02 COST 1450 110 30 840 780 1020

The cost of purchase parts = Rs 3390/-

74

TOTAL COST
TOTAL COST = Raw Material Cost +Machine Cost + Miscellaneous Cost + cost of Purchased Parts +Overheads =Rs 3700+5990+560+3390+700 Hence the total cost of machine = Rs 14340/-

75

REFRENCES MODERN TRANSMISSION SYSTEMS : - A W JUDGE MACHINE DESIGN : - R S KHURMI DESIGN OF MACHINE ELEMENTS :-V B BHANDARI

P S G DESIGN DATA www.lego.com

76